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RAILWAY'SWITOH. Patented Jan. 24, 1888;

Y (NoModeL) 1 H. c. GEATTY.

a RAILWAY SWITCH. No. 3-76,772.- Patented Ja,1 1. 24, 188.8;

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.2 sheetssheet 2.

I UNITED STATES PATENT OFFI E;

HAMILTON c. GEATIY, or KINGSDALE, PENNSYLVANIA, ASSIGNOR or ONE- HALF TOJOHN G. BYERS, or SAME PLACE.

RAILWAYQSWITCHQ.

SPECIPICATIONforming part of Letters Patent No. 376,772, dated January24, 1888, V

Application filed October 25, 1887; Serial No. 253,338. (No model.) 7 iv To all whom it may cancel m and exact description of the invention,such as will enable others skilled inthe art to which it appertains tomake and use the same, refer ence being had to the accompanyingdrawings, and to letters or figures of reference marked thereon, whichform a part of this specification.

Referring to the drawings, Figure 1 isa top plan view of so much of arailway-track and.

siding as will be necessary to illustrate my invention, the switch beingshown closed to the siding in full lines and open to the siding indotted lines. Figs. 2 and 3 are detail views illustrating the means forpivoting and hinging the movable rails, and Fig. 4 shows by a like viewa chair for holding one of the rails against lateral motion in onedirection The invention relates to switches for railways, and has forits object to provide means whereby the usual frog is dispensed with, sothat rolling-stock mounted on single or double flanged wheels may bemoved over the lines.

It is well known that a car the trucks of which are mounted on wheelshaving two flanges is not so apt to derail as a car the truck-wheels ofwhich have but one flange,

In fact, I believe a car the truck of which is provided withdouble-flanged wheels will not derail even if arail section wereremoved, the two flanges holding the wheels on one side of the trucksecurely on the rail while the wheels on the other side of the truck arerunning on the ties. The used the ordinary frog at the switches with awheel of this construction is not available, as the cars would be liableto derailment, as is well known. 5

My invention consists, essentially, in structural, features andcombinations of parts, substantially as hereinafter fully described, andas set forth in the claims.

Referring to Fig. 1, L indicates the (main line, and L a siding. R Rindicate the two rails of a section of main line, hinged to thecorresponding rails, R R, of the adjacent section of the line, orpivotally secured to the tie at their ends adjacent to said rails R B:This section of the 'main line is moved bodily by the switch-lever onthe hinged or pivotal con nections, as hereinafter described. The rail Rnext to the siding L and adjacent to the rail R of the movable sectionof the'track, is

revoluble on a pivot, P, which may be a pin passing through the railinto a socket in the tie,'as shown in'Fig. 1, or, as preferred, a pin,P, cast with a chair, 0, in which the rail is seated; In practice Iprefer to seat the chair on a plate, P, bolted to-the tie'T, Fig. 2, andform the bearing-surface 0'1) of the chair and plate, respectively,slightly convex to reduce friction and also to better shed water, thetie A being grooved at t to allow'the water to run off when the plate iscountersunk in the tie, though this is not necessary when the said plateis bolted to the upper face of the tie.

The rails R of the movable main-line section may be pivoted at theirends on'pins passing through the rails, as shown in Fig. 1; or they maybe seated on pivotal chairs, like that described in reference to Fig. 2;or they may be connected by a hinge-joint, H,- with their respectiverails R of the adjacent main-line section. r

The rails BP R e the end section of the siding L diverge toward the mainline, sov that in moving the rails R of the main-line section towardsaid rails R It, and simultaneously therewith swinging the section B onits pivot, the outer rail of the movable main-line section will coincidewith oneend of the pivoted rail It, whose'other end will coincide withthe outer short diverging rail, R, while the inner.

rail of the movable main-line section will coincide with the longerouter diverging rail, R of the end section of the siding, thus openingthe line to the siding. At the same time thedanger-signal willbe set, ashereinafter described, the reverse taking place when the movable partsare shifted back into their normal relative positions. The operation ofshifting these movable parts is effected by a switchlever, A, thatoperates a crank-shaftin the usual manner, to the reversed cranks 1 and2 of which the opposite ends of the pivoted rail R are connected by rodsr 1, while the outer or free ends of the rails n R of the movablemain-line;

section are connected by a rod, 1, to a crank, 3, on the crank-shaft S.The signal is operated by a bevel-pinion at one end of the erankshaftmeshing with alike pinion on the staff that carries both the night andday signals, as usual. In order to prevent lateral motion of the movablerails when shifted from one position to another, I employa secondcrank-shaft, S, to the cranks of which the opposite ends of the pivotedrail R and the free ends of the rails R are connected by rods 9", 1' and0", respectively, the arrangement being precisely the same as at theoperating-shaft S. To fa cilitate the operation of the crank-shaft S,the latter may be connected by a rod, 1-, with an arm on theswitch-lever or with the switchlever crank on the shaft S. The lateralmovement of the movable rails is further prevented by spikes driven intothe ties, so that the rail-foot will pass under the head thereof, therail It being held against movement toward the right on one side of itsfulcrum and in a reverse direction on the opposite side of said fulcrumby spikes s, driven into the ties on the respective sides of said rail.In a similar manner the rails Rof the movable section are also heldagainst motion to either the right or.

left by spikes. I

Instead of spikes I preferably employ a clamp or stop plate, B, boltedor spiked to the ties in proper position.

When the rolling-stock is provided with double-flanged wheels, the railsat crossings grooves. In rails of usual construction the web iscomparatively thin, and when such grooves are cut through the tread intothe web in close proximity to each other the metal between the groovesis apt to break out. To avoid this I use at crossings a rail-sectionhaving a web of substantially the same thickness as the tread.

Having described my invention,whatIclaim is 1. The combination,substantially as described, with the rails R R, fulcrnmed at one end,and the pivoted rail R and a crank-shaft on one side of the track,having its cranks connected, respectively, with the free end of therails R R and with the rail R on opposite sides of its pivot, of asimilar crank-shaft on the 0pposite side of the track similarlyconnected to said rails Band B", for the purpose specified.

2. As a means for pivoting the rail R the combination therewith of thechair 0, provided with a pivotpin, P, and a bearing-plate, P, said chairand plate having their hearing faces formed slightly convex,substantially as and for the purpose specified.

, In testimony whereof I affix my signature in presence of twowitnesses.

HAMILTON G. GEATTY.

WVitnesses:

JOHN F. KRUG, EPHRAIM Boosn.

are necessarily provided with corresponding

